Location, communication and tracking systems

ABSTRACT

A passenger location system comprises a plurality of radio transceivers at predetermined locations in a passenger terminal facility. At least one transponder is associated in use with a passenger. The transponder is adapted to transmit a radio signal in response to receiving a signal from one or more of the transceivers. The transponder signal is capable of being received by more that one transceiver. The passenger location means is adapted to determine the position of the transponder by determining the location of the one or more transceiver that have received the transponder signal.

TECHNICAL FIELD OF THE INVENTION

This invention has relevance to communication systems and to location,tracking and identification systems. The invention is directedparticularly, but not solely, toward location and tracking of, andcommunication with, individuals. The invention may also be used to trackor locate inanimate objects.

BACKGROUND OF THE INVENTION

There are many industries in which it is desirable to track people orobjects, for example, vehicles, baggage or documents, in real time. Oneparticular industry is the air travel industry, where it is verydesirable for economic and security reasons to be able to trackpassengers within airports. However, the travel industry generally alsohas a need for passenger location and tracking systems. Otherenvironments where tracking and location is desirable include casinos,cruise ships, amusement facilities and hospitals. Location, tracking andcommunication in relation to medical alert systems and security systemsis also desirable.

In the case of air travel, it has long been recognised that air travelcongestion results in massive revenue loss in airline ground coststhrough airport terminal delays. One particular area of revenue lossthat has not been targeted to date is excessive time spent by passengersin transport terminals.

In particular, recent evidence suggests that airline passengers arebecoming increasingly complacent about boarding their aircraft. This isbecause they know their bags are on board the aircraft and the aircraftcannot depart without them, or without unloading their bags. Unloadingbags on a Boeing 747 aircraft, for example, can take up to 60-90 minutesby the time the relevant baggage containers are found and removed. Tothe airline, this delay results in costing tens of thousands of dollars.There are also flow-on effects of these delays. These effects aresignificant, involving loss of flight slots, missing connections forpassengers, general network disruption, and aircraft crews having towork (and be paid for) overtime.

This problem has not been addressed, and effective methods of reducingthe resultant delays have not been identified. Tracking using atransponder which responds to radio frequency signals has been attemptedin the past, but has not been suitable for practical implementation anduse in large scale environments where there are a large number ofindividuals or objects that need to be tracked.

OBJECT OF THE INVENTION

It is an object of the present invention to provide an improvedlocation, communication, tracking or identification system. Analternative object of the invention is to provide a useful alternativeto or choice over, existing systems,

SUMMARY OF THE INVENTION

In one aspect the invention consists in a passenger location systemhaving

-   -   a plurality of radio signal transceiver devices provided at        predetermined physical locations in a passenger terminal        facility,    -   at least one passenger transponder device associated in use with        the passenger, the transponder being adapted to transmit a radio        signal in response to receiving a signal from one or more of the        transceiver devices,    -   the transponder signal being capable of being received by more        than one transceiver, and    -   passenger location means adapted to determine the position of        the transponder by determining the location of the one or more        transceiver devices that have received the transponder signal.

In another aspect the invention consists in a method of locating apassenger in a passenger terminal facility, the method including thesteps of

-   -   providing a plurality of radio signal transceiver devices at        predetermined physical locations in the facility,    -   providing the passenger with a transponder device which        transmits a radio signal in response to receiving signal from        one or more of the transceiver devices,    -   activating one or more of the transceiver devices so that the        one or more transceiver devices transmit a radio signal,    -   receiving a signal from the transponder on one or more        transceiver devices, and    -   identifying the location of the transponder based upon the        physical location of the one or more transceiver devices that        received the transponder signal.

Preferably, the method further includes the step of evaluating thestrength of the transponder signal received by the more or moretransceiver devices in order to determine location of the transponder.

In a further aspect the invention consists in a passenger reservationsystem having

-   -   a database for information relating to passengers who have        purchased transport tickets and information about the scheduled        departure,    -   a location system as set forth in the preceding statement of        invention, and    -   a transceiver device provided at check-in location to provide        confirmation to the database that the passenger has checked in,        and    -   a transceiver device provided at a departure location so that        the database can be updated to indicate whether or not the        passenger has departed.

In a further aspect the invention consists in a communication systemincluding

-   -   a network of radio signal transceiver devices provided at        predetermined physical locations in a passenger terminal        facility,    -   at least one passenger transceiver device which is capable of        establishing a communication link with one or more of the        transceiver devices, and    -   the system including location means to locate the position of        the passenger transceiver while it is in communication range of        one or more of the transceiver devices.

Preferably the network includes an interface to one or more furthercommunication networks such that the passenger can receive informationregarding one or more of departure times, flights, vessels or othertransport means, internet connection, telephone connection,entertainment services.

Preferably the passenger can receive alerts or warnings regardingintended departure time.

In a further aspect the invention provides the tracking system wherebylocation information determined from the location system and method setforth in preceding statements of invention is displayed or recorded inreal time to enable the path followed by the passenger through theterminal to be tracked.

In a further aspect the invention provides a method of tracking apassenger in a passenger terminal using the passenger location methodset forth in the preceding statements of invention.

In a further aspect the invention provides a location system forlocating an object (including an individual) in a defined space, thesystem including

-   -   a plurality of radio signal transceiver devices provided at        predetermined physical locations in the space,    -   at least one object transponder device associated in use with        the object, the transponder being adapted to transmit a radio        signal in response to receiving a signal from one or more of the        transceiver devices,    -   the transponder signal being capable of being received by more        than one transceiver, and    -   object location means adapted to determine the position of the        transponder by determining the location of the one or more        transceiver devices that have received the transponder signal.

Alternatively, the transponder generates a signal which is received bythe transceiver means to enable the location to be determined,

In a further aspect the invention provides a security system includingthe location system of the preceding statement of invention, and furtherincluding a database having information regarding unauthorised locationswithin the terminal facility, and means to provide an alert should anindividual proceed into an unauthorised area.

Alternatively, the system includes information regarding the time anindividual spends in a particular location, and if the actual time spentin that location exceeds a predetermined time, then an alert isgenerated.

In a further aspect the invention includes a method of improving flow ofindividuals through a defined space, the method including the steps of

-   -   locating individuals at periodic intervals,    -   recording the location,    -   analysing the paths of travel of each individual over time from        the location data retrieved, and    -   making physical adjustments to the defined space to reduce        delays.

Preferably the method includes the step of comparing data after physicaladjustments have been made to data retrieved before the physicaladjustments were made to ascertain the extent of the improvement.

The term “radio signal” in this document is intended to includeelectromagnetic (for example optical) communication signals.

DRAWING DESCRIPTION

FIGS. 1-11 are diagrammatic representations of use of the invention in apassenger terminal environment

FIG. 12 is a plan view of an electronic tracking clip (ETC) according tothe invention

FIG. 13 is a side elevation of the clip of FIG. 12

FIG. 14 is a plan view from below of the clip of FIG. 12

FIGS. 15 & 16 are perspective views of the clip of FIG. 12

FIG. 17 is a perspective view of the clip of FIG. 12 in use on apassenger boarding pass

FIG. 18 is a diagrammatic illustration of a communication device thatcan act as an electronic boarding pass or tracking, location andcommunication device which may replace the ETC of FIGS. 12 to 17

FIG. 19 is a further alternative ETC device

FIG. 20 is a schematic of a location, tracking and communication systemaccording to the invention

FIG. 20A is a diagrammatic plan view of an ETC in communication with anumber of sensors, showing ETC location determination.

FIG. 21 is a diagrammatic illustration of the software architecture usedaccording to the system of FIG. 20

FIG. 22 is a diagram showing examples of interaction between thenetwork, application server, and database server of the system of FIG.20, and

FIG. 23 is a diagram of exemplary data tables relating to the system ofFIGS. 20 to 22.

DESCRIPTION OF PREFERRED EMBODIMENTS

The most preferred embodiment described in this document refers toimplementation of the invention in an airport environment. The inventionand disclosure is not intended to be limited to this one application.The invention may be implemented in a number of other industries andenvironments. By way of example, some of these environments may includetransportation terminals or stations (such as train stations, seapassage terminals, ferry terminals), hotels, casinos, shopping malls,entertainment complexes, factories, amusement parks, retail stores,service stations, banks, supermarkets and restaurants. Another field ofapplication outside enclosed buildings or areas is vehicle tracking.This can be useful in relation to trucking companies, document trackingand courier or delivery services.

By way of a general overview, the system utilises a matrix of accesspoints located at fixed locations throughout a nominated or definedspace connected directly to a local area network. The access pointscommunicate with electronic tracking devices, referred to in thepreferred embodiment as electronic tracking clips (ETC's). The preferredcommunication protocol between the tracking clips and access points isBluetooth™.

Bluetooth™ technology has been designed to allow wireless connectionbetween various communication devices, such as mobile phones and desktop notebook computers. Transfer of data occurs in real time. Thetechnology supports point to point and point to multi-point connections.Bluetooth™ technology has been designed to facilitate fast securetransmissions of data (including voice data), even when thecommunicating devices are not within line of sight. The frequency ofoperation of the radio transmissions is in globally available frequencybands, ensuring compatibility worldwide.

Bluetooth™ technology also provides a universal bridge to existing datanetworks, peripheral interfaces, and a mechanism to form small privateadhock groups with connected devices away from fixed networkinfrastructures. It is also designed to operate in a noisy radiofrequency environment. Further information about the Bluetooth™technology is readily available to those skilled in the art to which theinvention relates, for example at www.bluetooth.com.

The network may typically be deployed over areas of around 250 000square feet and above. The access points are mounted at regularintervals throughout the physical installation to provide acomprehensive Bluetooth™ enabled network coverage zone. As each accesspoint is located at a fixed location, it is possible to provide trackinginformation for each ETC as it comes into the communication range of theaccess point.

Each ETC may communicate extensively with an access point if desired.For example, provided the ETC has sufficient functionality, and thenetwork has an appropriate gateway, the ETC may be used to effectivelyprovide an internet, email or telephone connection for a user. The ETCcould be provided in the form of a personal digital assistant (PDA).Also, the network could have an entertainment server having variouscontent such as news, pictures, videos or music content that the usermay access using their ETC device.

In the most preferred form, the system uses the access points operatingin an active mode performing a “Scan Inquiry” to generate a list of ETCBluetooth™ ID's in the coverage range of that access point. This enablesthe system to operate quickly without having to form a communicationsconnection to each ETC. Since the range and coverage of the accesspoints will overlap, a method using an approximation algorithm stored inthe database to calculate the probable location of the ETC is used. Forexample, if five access points detect ETC number 1234567, then it can beassumed that the ETC is located in the centre of the access points, dueto the range of each access point. This allows very fast calculations ofup to thousands of ETC's without having to utilise data from acommunications connection in order to ascertain the nearest accesspoint. In the preferred form, if a more accurate indication of thelocation of the ETC is required, then a communication connection withthe relevant ETC is performed by the access points that are withinrange, and the “return signal strength indicator” (RSSI) is used to workout, by process of triangulation, the nearest access point. Thistypically enables the position of the ETC to be ascertained to withinapproximately 3 meters.

The access points are referred to in this document as “remote masters”(RM's). Therefore, once a specific position for an ETC has beenascertained, the information that may be provided is, for example:

-   -   ETC number 1234567 was last connected to remote master number        HF3945    -   Location ID: Café Zone 1.

This information provides the location ID for tracking purposes, and ispreferably displayed graphically so that a staff member in a passengerterminal, for example, can locate the individual passenger who iscarrying the ETC. As will be explained further below, there are a numberof advantages in being able to precisely locate a real time position ofany particular passenger and in being able to track in real time anapproximate location for each passenger. The main advantages are that ifa flight is about to depart, and a passenger is not on the aircraft, astaff member in the terminal can request the precise location of thepassenger and then physically locate the passenger and escort them tothe aircraft. In relation to the less precise tracking of passengers,advantages relate to a history of passenger movement being able to beretained and kept for analysis purposes. The analysis may for example beto improve passenger flows through the terminal, or be used for securitypurposes. Therefore, for example, if the approximate area in which apassenger (or staff member) is present is one which they should notnormally be in, then the system can generate an alert and request aprecise location. From knowing the precise location, the position of theunauthorised individual can be determined so that they may be escortedfrom the area by security personnel.

Individual remote masters have the potential to have over 255 Bluetooth™enabled ETC's within their coverage area of approximately a 30 meterradius. Therefore, the system may use the 48 bit ED ADDR addressregister and be able to transmit the information back to a middlewareapplication (as will be described further below) and the applicationdatabase.

An example of use of the system in a passenger terminal will now bedescribed with reference to FIGS. 1 to 11. Referring to FIG. 1, apassenger 1 arrives at the departure lounge of the terminal. In FIG. 2,the passenger approaches a check-in desk 2. In FIG. 3, the passenger isat the check-in desk and is in the process of receiving an ETC(electronic tracking clip). The check-in operator 4 activates the ETC 6when issuing a boarding pass to the passenger 1. The passenger willtypically already have obtained an airline ticket, so passenger datawill already be present in the airline reservation system network. Whenthe boarding pass 8 is printed, data from the airline reservation systemnetwork is provided to the network of the invention and a flat filecontaining the relevant data for passenger identification and flightidentification is provided to the ETC 6. At the same time, a record ofthis data is kept on the system database and the Bluetooth™ ID numberfor the ETC 6 is associated with that data record. As shown in FIG. 3,the ETC is attached to the paper boarding pass 8. The passenger thentakes the boarding pass and ETC as shown in FIG. 4 before departing fromthe check-in desk. Since the ETC 6 is now active, the remote master willidentify the ETC as being within its detection range.

In FIG. 5, the passenger has proceeded to immigration 12, and again thepassenger is within the detection range of the nearest remote masterdevice. In FIG. 6, by way of example, the passenger has now proceeded toa bar, or other entertainment area 14 and the first boarding call ismade. This is represented in FIG. 6 by light 16. Another passenger 18responds to the boarding call and leaves the entertainment area as shownin FIG. 7. Turning now to FIG. 8, a second boarding call is made. Bythis time, the ETC will have also alerted the passenger that he/she isexpected to proceed to the boarding lounge to board the aircraft.However, the passenger has not responded. As shown in FIG. 8, a staffmember is now provided with a display 20 which shows a plan view of boththe passenger and the staff member 22 in terms of their locationrelative to a terminal floor plan. It can also be seen from FIG. 8 thatthe system can be deployed on a number of different levels so thatdifferent floor plans may be shown to enable easy location of straypassengers. The display 20 is typically portrayed to a terminal staffmember on a PDA device. The user can use the plan to orientate him orherself so as to most easily locate the relevant passenger. Therelatively precise location of the passenger is known by using a systemlocation request as described above. In FIG. 9, the staff member 22 isapproaching the location of the passenger 1 and this is reflected in theupdated display 20. In FIG. 10, the staff member has located thepassenger and is in the process of escorting the passenger toward theaircraft. Finally, in FIG. 11, the passenger is shown at the departuregate boarding the aircraft.

The system will now be described in greater detail with reference to thefollowing components:

-   Electronic Tracking Clips (ETC)-   Remote Masters (RM)-   ETC Dispensing Device-   ETC Collection Device-   Middleware application handling and Process Flows-   Other Applications    Electronic Tracking Clip (ETC)

In the preferred embodiment, the ETC is equipped with an embeddedBluetooth™ chipset solution and rechargeable power supply. The powersupply is preferably provided in the form of a battery and may beinductively charged without physical electrical contact being required.ETC's are attached to passenger boarding passes at check-in, and areremoved when either the boarding pass is scanned at passport control orcustoms (and then reattached), or at the boarding gate, where the ETC'sare collected and recycled. ETC's are tracked via the unique ID (48 bit)of the device. This ID is scanned via the remote masters (RM's) using ascan inquiry, and transmitted back with the RM ID via the network to theapplication server. This allows the application server to display thelocation ID (linked to the RM ID) and hence display the location of anindividual ETC, or one or more groups of ETC's. The use of a scaninquiry is a different approach to convetional operation of Bluetoothaccess points. Usually, access points operate in a passive mode waitingfor Bluetooth connections to be initiated by another Bluetooth device(e.g. a PDA). Instead, the present invention uses the “Scan Inquiry”function to detect ETC's as they enter the range of each access point.

The middleware application (which will be described further below)registers each ETC as it enters and leaves the cover of each remotemaster via a packet containing the ETC ID being transmitted back to themiddleware application. The system will send messages and alerts toETC's through the middleware application. The middleware applicationwill then identify the last remote master that detected the ETC, and tryand form a connection to the ETC to transmit the message.

Each ETC has a built in clock, and has stored voice prompts. As the ETCis programmed at check-in the current time, the flight time, boardingand call times are all loaded onto the ETC memory. At the specifiedtime, each event will be performed. Therefore, when the first flighttime expires, the first boarding call will be made to the passenger bythe ETC, and the second boarding call will be made at the nextpredetermined time, then finally the last call will be made. Therefore,network resources do not need to be consumed in having a remote masterestablish a communication link with each ETC in order to announceboarding call times. However, this option is available if desired.

The battery life of each ETC is sufficient for at least 48 hours ofcontinuous use before recharging is required.

Not only does the ETC provide an audio alert but it also preferablyprovides a visual alert by activating one or more LED's. Preferably, agreen LED and a red LED is provided on each ETC, together with a speakerdevice given to announce the boarding calls. An example of the variousalert states is provided below:

Alert state 1

-   Green LED flashing plus audio alert 1

Alert state 2

-   Red LED flashing plus audio alert 2

Alert state 3

-   Red and green LED on plus audio alert 3

Alert state 4

-   Audio alert 4.

As mentioned above, these alerts may be pre-programmed, taking advantageof the internal clock, or can be selectively activated by the system.This allows the alerts to be generated even when the ETC is out ofsystem range. The clock stores the last time the network was detected,and if this is greater than a predetermined time, the passenger isalerted.

The ETC may be provided in a variety of different physical forms, butthe most preferred form has a small form factor. The device is alsopreferably lightweight and durable.

Turing to FIGS. 12 to 17, the most preferred form of ETC will bedescribed.

From FIGS. 12 and 13 it can be seen that the ETC, which is generallyreferenced 30, has two arms 32 and 34. The arms are connected to eachother at one end by a hinge element 36. At the other end of each arm aremembers 38, which may be selectively magnetically coupled to each other.The hinge 36 may be constructed from a single piece of material, such asa suitable 45 resilient plastics material which is bonded to each of thearms. A unitary piece of material has the advantage that it is easilymade as a moulded one piece item, and only needs to be sufficientlyflexible to allow the arms to open over relatively small angle toaccommodate or remove the slim paper or plastics boarding pass.

The coupled members 38 may be coupled when the clip is attached to aboarding pass by passing a current through the members 38. Thiseffectively locks members 38 together, and the bond is sufficientlystrong that the clip can only be removed from the boarding pass bydestroying the pass. In this way, any tampering with a clip should benoticeable.

The construction has the advantage that the arms each frictionallyengage with the boarding pass by virtue of the tight and secureengagement of the arms on either side of the pass. Therefore, theboarding pass itself is not destroyed or altered in any way by use ofthe clip, yet the clip remains tightly attached to the pass. In thisway, when the clip is removed (by the attachment members 38 having asuitable current passed through them to disengage the magneticcoupling), the boarding pass may be used in the usual way as thepassenger boards the aircraft.

As can be seen in FIG. 12, a green LED 40 and a red LED 42 are providedin upper arm 32. The LED's face outwardly so that they are visible tothe pass holder (i.e. the passenger). In FIG. 14, the external surfaceof the lower arm 34 can be seen and this shows the opening for thespeaker 44.

The batteries 46 are shown in dashed outline. Although one battery isshown in each arm, it will be appreciated that a single battery may beprovided. In FIG. 14, the Bluetooth™ CPU and antenna 48 is shown indashed outline.

FIGS. 15 and 16 provide perspective views of two units provided atdifferent angles, so that a clearer depiction of the features referredto above in FIGS. 12 to 14 is provided.

In FIG. 17, an ETC device is shown attached to a boarding pass 8.

Each ETC, in the preferred form, includes the following features:

-   +OdBm 10 meter range-   CPU—Hyperstone, ARM processor-   2.4 GHz onboard antenna-   Chipset CSR BC01-   1 megabyte flash chip-   Optional 8 megabyte SD RAM chip (for voice data)-   Fast UART chip-   OSC 120-   Rechargeable battery-   Speaker-   Synchronised ETC clock to issue boarding prompts automatically-   3.3 volt DC power.

As discussed above, the ETC device can be provided in a number ofdifferent forms. One particular form may be a PDA (personal digitalassistant). If this option is followed, then the PDA is used to emulatea boarding pass, and can carry all the data normally included withboarding pass, but further including the advantages of an LCD screen ofa reasonable size for showing video information, and a better qualityspeaker. If this option is followed, then the paper boarding pass isnot,used, and instead the PDA device is issued at check-in to eachpassenger, and the passenger returns the PDA device when boarding theaircraft. In practice, this option is expensive to implement, at leastin the short term. However, PDA devices may be used by certainauthorised individuals, such as terminal staff members, since theyprovide additional functionality to allow the staff member tocommunicate with the network to perform functions such as locating lateboarding passengers (as described above with reference to FIGS. 1 to11).

Rather than using a commercially available device such as thosepresently marketed under the term “personal digital assistant”, aproprietary device which includes greater functionality than the ETC maybe provided. An example of such a device is shown diagrammatically inFIG. 18 and is generally referenced 50. The device includes a screen 52which is of a reasonable size, for example 3 or 4 centimeters square,and includes a speaker 54 and keypad 56. Therefore, when a communicationlink is established between the device 50 and the network, graphicimages can be viewed, sound can be heard from speaker 4 and the keypad56 may be used to navigate the screen or to generate messages, forexample email messages or SMS messages. Again, the device is preferablypowered from a battery which may be recharged without physicalelectrical contact being required.

The ETC does not need to take the form shown in FIGS. 12 to 17, butcould instead be similar to that shown in FIG. 19 with a suitablephysical clip to allow the device to be attached to the paper or plasticboarding pass. Thus referring to FIG. 19, an alternative device is showngenerally referenced 60, having a boarding LED (preferably green) 63,and a red LED 65 to indicate that the user should find a staff member,usually so that they can immediately board the required flight. Aspeaker 64 is provided together with a button 66 which may be used toprovide some basic feedback to the system, such as an acknowledgement ofa boarding call.

Turning now to FIG. 20, an overall schematic of the location,communication and tracking system of the invention is shown. The ETC'sare shown generally referenced 30, and a staff control unit in the formof a PDA, as discussed above, is shown referenced 70. WirelessBluetooth™ communication paths 72 allow the ETC's and unit 70 toselectively communicate with one or more of the matrix of remote masters74. The remote masters 74 are, in turn, connected to local area network(LAN) switches/hubs 76. These are in turn connected to application anddatabase servers 78. Finally, an ETC dispenser 80, and collector 82 arealso connected into the network. The network connection between theremote masters 74 and the switches/hubs 76 is preferably a physicalwired connection, as is the connection between the switches/hubs 76 andthe application and database servers and the dispensers and collectors.However, these connections may also be wireless connections. The LANconnection between the application and database servers, and between theapplication and database servers and the collectors and dispensers ispreferably 10 BaseT/100 BaseT.

Each remote master is equipped with an embedded Bluetooth™ chipsetsolution combined with RAM for running the routing and messagingapplication. The RM scans a coverage radius of approximately 30 metersand reports any change in the state of ETC's. Any change of state willtypically be the result of the ETC leaving or entering the coveragearea. RM's are preferably positioned at approximately 15 meterintervals. Unlike ordinary Bluetooth™ communication, the RM's preferablyactively perform a scan enquiry at periodic intervals, and receiveresponses from ETC's that are within range. Each RM is capable ofreceiving responses from more than 255 ETC's.

Therefore, there is a matrix of RM's that provides a seamless area ofcoverage within a defined space. Conventional Bluetooth™ access pointscan handle seven active connections and 254 Bluetooth™ devices. To dealwith more than 254 Bluetooth devices for tracking, this invention usesthe BR_ADDR 48 bit address allowing a virtually limitless number ofdevices within the same area. The polling rate of devices is optimisedto maximise performance. In the preferred embodiment, a six to tensecond cycle is used. If there is significant communication with anumber of ETC devices within the coverage area, this cycle may need tobe longer.

Each RM is provided as a mountable device with mains power connection.Therefor, the RM's can be mounted at any convenient location within abuilding such as an airline terminal.

The technical requirements for each RM are as follows:

-   +20 dBm power, 30 meter range-   Mains power via transformer-   Communicates to and from ETC's (and scatter net hubs)-   WLAN system-   Able to address over 255 Bluetoothl™ nodes-   Packet routing functionality-   LAN connection for hybrid LAN/wireless system-   CPU Hyperstone, ARM processor or equivalent-   2.4 GHz onboard antenna-   Chipset CSR BC01-   2×1 megabyte flash chip-   8 megabyte SD RAM chip-   Fast UART Chip-   OSC 120.

From FIG. 20 it is apparent that the network connections are made insuch a way that should a remote master fail, the network has a“self-healing” capability in that communication can still occur-usingadjacent remote master devices. Therefore the required communication,location and tracking facilities are still provided. Furthermore, thecommunication range can be extended i.e. by use of the Bluetooth™technology and ETC that is outside the main terminal which is beingcovered can communicate with the remote master via another ETC device ifnecessary. In this way, communication can be provided to a queue ofpassengers that extends into a region which is not intended to beordinarily covered by the system.

Although not shown in FIG. 20, specific sensors may be provided on thenetwork which act as “kiosks”. These have a sensor which allows an ETCto establish communication with the network when the ETC is within aclose range of the kiosk, for example one meter. In this way, apassenger with an ETC can approach the kiosk, and the kiosk will be ableto identify information about the passenger, and display necessaryinformation to the passenger on a screen for example and perhaps alsoprovide audio information for the passenger, for example about theirflight details, boarding times, retail facilities in the terminal etc.If the passenger has a PDA device or other Bluetooth™ enabled apparatus,the kiosk may also be able to provide a gateway for that user tocommunicate with the network, or possibly with other information sourcessuch as the internet, or telephone systems.

ETC Dispenser Device

The dispenser device 80 (FIG. 20) is required to dispense ETC's. Thedispenser physically carries a large number of ETC's and includes aninductive charging mechanism to charge the ETC's inductively while theyare in storage in the device. The storage device preferably comprises amagazine (not shown) which is physically collected from the collector 82and transported to the dispenser so as to provide a supply of ETC's. Thedispenser itself is preferably permanantely mounted at a check-in desk.

When an ETC is required, the relevant data to be supplied to the ETC isloaded onto the ETC by the dispenser. The data is derived by thedispenser over the network connection from the system database. When thedata has been downloaded, the dispenser provides the relevant ETC in aposition where it can be picked up by the check-in operator andpresented to the passenger. The device that provides the magneticcoupling to connect the clip to the boarding pass may be provided aspart of the dispenser, or as a separate unit on the check-in desk.

The dispenser also includes a close range Bluetooth™ sensor to read thecard ID for each ETC. In this way, the system is aware of the unique IDbeing assigned to particular passenger data.

The technical requirements include:

-   +0 dBm power, less than 1 meter range Bluetooth™ sensor-   Sensor used to read ETC ID and relay information back to application    server-   Magazine to store multiple ETC, interchangeable with ETC collection    device magazine-   Induction charging capability to recharge ETC when in magazine.    ETC Collection Device

The collection device 82 (refer FIG. 20) is used to collect ETC's atsystem exit points. A typical exit point is a boarding gate just priorto the passenger boarding an aircraft. The collector is a desk mounteddevice which has a collection feeding slot for feeding collected ETC'sinto a storage magazine. As described above in connection with thedispenser, the magazine is one that can be removed and physicallytransported back to the dispenser devices. In the preferred form, thecollector 82 includes a method of cleaning and disinfecting ETC's forhygiene purposes. In the preferred form, this includes use of ultrabright UV light, and may be augmented by having the ETC's constructedfrom a plastics material that resists bacteria growth. However, cleaningagents or brushes may also be provided.

The collection slot for the collector 82 includes a close rangeBluetooth™ sensor to read the card ID for each ETC as it passes through.This data can then be relayed to the application server to register thatthe ETC has been collected. The provision of this information to theapplication server allows the system to know that the passenger to whichthe ETC has been assigned has passed the relevant departure point in thesystem, so that no further tracking of that ETC should be performed andno further boarding calls should be made.

The technical requirements include:

-   +0 dBm power, less than 1 meter range Bluetooth™ sensor-   Sensor used to read ETC, ID and relay information back to    application server-   Magazine to store large numbers of ETC, the magazine being    interchangeable with the ETC dispenser device-   Induction charging capability to recharge ETC's when in the    magazine.

Turning to FIG. 20A, some further detail is shown of the location systemdescribed earlier in this document. The remote masters 74A-C have alldetected the ETC 30, but RM 74D has not. The system application uses analgorithm to approximate the location of the ETC. This means that theRM's do not have to form a communication connection with the ETC, thusallowing a much faster polling rate. The approximate location using thismethod can be determined to within approximately 10-30 meters.

Precise location (to within approximately 3 meters) of the ETC can beachieved by forming a communication connection with each RM. Then, atriangulation algorithm is used based on returned signal strength data.The signal strength is determined from the Return Signal StrengthIndicator (RSSI), measured in dBm from each RM. The performance of thenetwork is then maximised for tracking by minimising the number ofconnections required.

Middleware Application and Example of Process Flow

Referring to FIG. 21, the Client application layer 80 interfaces withDLL/API library layer 84 via one or more appropriate interfaces 82.

The library “middleware” layer 84 contains non-database specific codethat updates or performs data functions using shared libraries; forexample there may be a Flight Programming Object that requires updatingbased on changing flight times or destinations. The update informationcan be obtained from one or more third party sources 86 such as anairline database. The functions are preferably easily accessible, sothird parties 86 can provide the necessary data and/or maintain thelibraries. If a RM fails to deliver a message due to an ETC moving ornot responding, the message will be sent back to the middlewareapplication until a RN registers the ETC again.

This middleware layer handles all traffic to and from the RM's/ETC's andthe application 80 and application database 94. By utilisingmessaging/tracking protocols it allows the application 80 to generateand receive messages and notifications from RM's and ETC's. Trackinginformation is transmitted to the database 94.

An Open Database Connectivity (ODBC) layer 88 and TCP/IP layer 92 areprovided between the library layer and the database layer 94. Thirdparties 90 may connect to the ODBC layer 88.

Bluetooth compliant devices 96 can communicate with the library layer 84via the TCP/IP layer 92 or via Bluetooth Network Protocol layer 98.

Turning to figure 22, a schematic of system operation is illustrated.The network 100, application server 102 and database server 104 areshown diagrammatically. Within the network, a remote master 74 is showntogether with a hub 74, a handheld device 70, two ETC's 30 and adispenser 80.

The application server includes a task queue manager 106, shared memorysegment 108, Bluetooth request listener 110, task processes 1-n, andtransaction server 112.

The examplary process set forth in FIG. 22 begins with Flight NZ241being paged 120 which results in a database request 122 to find allnon-checked in cards on that flight, and a page instruction 124 todevice 70. The database reveals that card 123456 has not been checked inand is not in the gate area. This results in a final call page request(process 1) for that card. Process 1 is placed in the task queue and thestatus is recorded under the task process status. Remote master 74delivers the page request to ETC 123456 and if receives the responsefrom the BT request listener 110.

Process 2 relates to movement of ETC 98765 to another sensor. Theupdated location is stored in database 104 at step 126. Process 3relates to issuance of ETC 34567 to passenger 89089. The dispenserissues the card, which is sensed by the network and passed to the BTrequest listener, and the database stores the assignment of card 34567to passenger 89089 at step 128.

In FIG. 23, the relationship between various tables of database 104(FIG. 22) is illustrated. Thus there is an ETC location table 140 whichis related to a sensor location table 142. The location table assignslocation ID's to various parts of the facility required to be covered bythe system. The sensor location table relates each Bluetooth sensor(from sensor table 144) with the location ID for that sensor.

The sensor table 144 is also related to a sensor type table 146 whichidentifies the type of each sensor.

An objects table 148 and related object authorisation table 150 are alsoprovided. The objects table is also related to a card (i.e. ETC) table152 which is in turn related to a card movement table (i.e. recordingcard movement in relation to sensors over time) 154, a card historytable 156, and a Flight table 158.

Other Applications

The system may also be interfaced to or be implemented as a securitysystem. This can be connected to various existing proximity and motiondetection means. The wireless technology can also be coupled with aglobal positioning system. This provides a large area coverageintegrating GPS with long range BT sensors which allow an alternativemethod of broadcasting GPS information within the range of BT sensorsinstead of using an expensive cellular system.

In another application the BT/Bluetooth technology of the invention canbe used with respect to a retail system whereby loyalty club membership,assets tracking etc can be integrated. Baggage and trolley tracking isalso possible whereby long range sensors are placed on various inanimateobjects so that they can be tracked. This may, for example, stop theillegal removal of airport property.

In a further application, the system can be used with entertainment orgambling systems such as in casinos. Loyalty cards, virtual casinochips, credit card information etc as mentioned previously with respectto retailing is also possible. For example, a player can use a virtualtab for hotel, casino, restaurants and entertainment areas. The casinocan also use the system as a way of having dynamic real time usertracking. The dynamic tracking can be linked to game payer modificationthat is where some machines have odds above the normal paying rate.These can provide a way of moving the high paying machines to othermachines. For casinos the punter tracking system provides a way forcasinos to provide loyalty based from awards, virtual tabs, eventnotification, lucky punter selection and punter flow mapping combinedwith interactive kiosks it is possible to provide virtual guides,virtual game instructors, a casino map and further information as isnecessary,

Another application the wireless technology can also be applied tocruise ships which provide a closed or captive system. The wirelesstechnology can be utilized with credit card information, portinformation, location/map information you can also provide ship activityinformation such as events movies and when various meals are to be puton. Inanimate objects such as baggage, trolleys etc can also be trackedand monitored. Passengers or risk passengers such as children also canbe tracked so that you minimise the time spent in trying to locatepeople and also who may have washed overboard. The loyalty cards asmentioned with the casinos can also be used here along with, the kiosksetc. Also the wireless technology can be used with medical applicationsin mind.

The cruise ship market provides a range of tracking and messagingoptions related to the size of the ship, the inherent structure of aship and the various markets involved. Cruise ship markets can include anumber of possible applications for wireless technology such as theseparate communication systems needed for the tracking of staff, thetracking of guests, messaging and casino punter tracking. Combined withthe specialist functionally for a casino the cruise ship market providesa similar market as for other areas in the entertainment industry, suchas hotels and theme parks.

In another application the wireless technology can also be combined withsecurity operations. Security operations can be within any industry suchas the entertainment industry or it can be at airports as well. It canbe possible to dynamically change machines to prevent cheating on oneparticular machine therefore the security it can provide an area of nogo areas for non staff members.

Security is an increasingly important issue, especially in the airportcontext. The present invention allows a number of new security options.

The first is Bluetooth Door Access Control. 1 m/10 m+0 Dmb sensors maybe mounted above access doorways with directional antennas. The systemcan thus identify the individual at the doorway, using the Bluetooth ID,and selectively allow that user to access the doorway, dependent on thatusers security clearance as determined from a security database. Anotheris to have close range Bluetooth sensors mounted by security doors. Thiseliminates the conventional RFID Hip Swivel to gain access to securitydoors.

Paxflow system automatically controls car-parking doors using a 10-meterrange Bluetooth sensor mounted using a directional antenna. It alsoenables access to be logged. For example vehicle, asset, door/securearea access and proximity can all be logged.

In the preferred form, the system automatically grants access to peopleas they approach a security door within a certain range or holdssecurity until pass code is entered and verified against staff recordsto ensure that both EBC and Staff codes match.

The system also allows integration with Bluetooth Elevator Door andFloor Access control. This enables access to specific levels, or for auser to go automatically to a specific floor, say level 1—if access toonly 1 level is authorised. The system may also interface to a Biometricsystem to verify person and pass match for added security. VerifyingBiometric security information with EBC/Staff security informationprovides an additional layer of security. Security surveillance afterstaff/personnel have past through a security door can also be achievedto allow tracking and monitoring movements of personnel and alertingsecurity personnel to detect unusual behaviour. An extension of thisfunctionality is the application of the system to lifts or doing withoutkeypads for operation. The system may detect a Bluetooth™ enabled PDAcarried by an authorised user and display a keypad on the PDAtouchscreen which the user can then use to operate the door or lift. Foradditional security, unique biological identifiers may be interfaced tothe system. For example, a palm reader may be used to verify a usersidentity. Data relating to the unique biological identifier may bestored in the system database against the Bluetooth™ ID and/or userinformation.

Finally, the system has the ability to track and page groups of Staff,for example ground crew units, cleaners, baggage handlers etc. This is asignificant advantage since staff security issues, particularly atairports, are an important security concern.

This invention may also broadly be said to consist on the parts,elements and features referred to or indicated in the specification ofthe application individually or collectively and any or all combinationsof any two or more of the parts, elements or features and where specificinterges are mentioned herein which have known equivalents suchequivalents are deemed to be incorporated herein as if individually setforth.

1. A personal location system configured to determine an approximatelocation of all Bluetooth capable transponder devices within a facilityat any given time, and a precise location of a particular Bluetoothtransponder device at that time, the system comprising: a databaseconfigured to store the approximate location of all Bluetooth capabletransponder devices within a facility at any given time, and the preciselocation of a particular Bluetooth transponder device at that time; aplurality of personal transponder devices, each personal transponderdevice associated in use with a person; a plurality of Bluetooth signaltransceiver devices at fixed locations within the facility, thetransceiver devices being spaced apart from one another, each of thetransceiver devices having a range greater than the spacing between thetransceiver devices and less than an area of the facility, each of thetransceiver devices having a processor and memory to store and transmitinformation, each of the transceiver devices being connected with atleast one server configured to process information from eachtransceiver, and storing information in the database of the location ofthe transceiver reporting the detection of a particular one of saidplurality of transponder devices within range of that transceiver anddate/time stamp of the transmission of data relating to that detectedtransponder device; each personal transponder device being configured toreceive and respond to a scan inquiry from one or more of thetransceiver devices, each transponder device having a unique 48 bitaddress stored in the transponder device, each transceiver device beingconfigured to send the scan inquiry to all transponders within range atperiodic intervals, and storing information on the unique 48 bit addressof each transponder device detected within range, and checking for achange of state of the information previously stored in a respectivememory, when a transceiver detects a change of state information that atransponder enters or leaves the coverage range of that transceiver, thetransceiver transmits that change of state information with a date/timestamp to the server for an analysis and storage in the database, theserver being configured to calculate and store in the database theapproximate location of all of said transponders at any given time basedon the number and location of transceivers detecting the presence ofsaid transponders within their range by the unique 48 bit address ofeach particular transponder within range of those transceivers, and whenthe precise location of one or more transponders is required thenlooking up the location of the nearest transceivers to a particulartransponder and forming a communication connection with that transceiverand using a triangulation algorithm based on returned signal strengthdata to determine the precise location of said one or more transponders.2. The personal location system as claimed in claim 1, wherein thetransponder device includes a memory and the memory in use recordsinformation relating to the person, and events producing a personalerting action in a transponder are triggered from information in thememory.
 3. The personal location system as claimed in claim 2, whereinthe alerting action is a visual alert.
 4. The personal location systemas claimed in claim 2, wherein the alerting action is an audible alert.5. The personal location system as claimed in claim 2, wherein theinformation relating to a person included in the transponder memoryincludes information relating to the boarding time and scheduleddeparture time of an airline service and the transponder may act on thisinformation.
 6. The personal location system as claimed in claim 2,wherein the transponder comprises a passenger boarding pass.
 7. Thepersonal location system as claimed in claim 1, wherein each transponderdevice has a clip configured to clip on to an airline boarding pass. 8.The personal location system as claimed in claim 1, wherein eachtransponder device includes active response means to allow the person toactively communicate with the system.
 9. The personal location system asclaimed in claim 1, wherein persons leaving the facility are logged outand in the case of passengers their transceiver is retrieved and storedfor reuse by another passenger.
 10. The personal location system asclaimed in claim 1, wherein the transceiver devices are set to send ascan inquiry every 6 to 10 seconds.
 11. The personal location system asclaimed in claim 10, wherein the spacing between the transceiver devicesis approximately 15 meters.
 12. The personal location system as claimedin claim 11, wherein the range of each of the transceiver devices isabout 30 meters radius.
 13. The person location system as claimed inclaim 1, wherein the facility is an airport terminal and passengers areissued with the personal transponder devices and when one or moremissing passengers do not enter an airport departure gate within arequired time their approximate location is requested from the database.14. The person location system as claimed in claim 13, wherein theprecise location of the missing passengers is obtained so that themissing passengers can be located and escorted to the departure gate.15. The person location system as claimed in claim 1, wherein thefacility is an airport terminal and passengers are issued with thepersonal transponder devices, and the database of approximate locationsof all passengers is analyzed to determine passenger flows through theairport.